Carbureting apparatus for internal-combustion engines



Jul 24,-1923- 11,462,845

. J. B. BARTHOLOMEW CARBURETING APPARATUS FOR INTERNAL COMBUSTION ENGI NES Original Filed April 25, 1915 2 sheets-sheet 1 Q x: Y Z)? 5 0' 0 16 17 z July 24, 1923- J. B. BARTHOLOMEW CARBURETING APPARATUS FOR INTERNAL COMBUSTION ENGINES Origirial Filed April 23,

1915 r 2 Sheets-Sheet 2 Patented July 24, 1923.

UNITED STATES PAENT OFFICE.

JOHN B. BARTHOLOMEW, OF PEORIA, ILLINOIS, .ASSIGNOR TO AVERY COMPANY, OF

IPEOR-IA, ILLINOIS, A CORPORATION OF ILLINOIS.

CARBURETING APPARATUS FOR INTERNAL-COMBUSTION ENGINES.

Application filed April 23, 1913, Serial No. 763,115. Renewed. May 29, 1920. Serial No. 385,387.

T 0 all whom it may concern:

Be it known that I, JOHN B. BARTHoLonew, a citizen of the United States, residing 'at Peoria, in the'county of Peoria and State of Illinois, have invented certain new and useful Improvements in Carbureting Apparatus for Internal- Combustion Engines, of which the following is a specification, reference being bad thereinto the accompanyin% drawing.

his invention relates to improvements in liquid fuel carbureting mechanisms. Mechacan be fed at will.

nisms embodying my invention are primarily intended for use in connection with internal combustion engines, and the object of the invention is to provide an improved duplex mechanism whereby a light highly volatile fuel, such as gasolene, may be used for starting the engine and a heavy, less volatile fuel, such as kerosene, may be used for running the engine after it is once started and brought to normal Working temperature. A further object of the invention is to provide in connection with the kerosene volatilizing device, means for supplying water or water vapor to the inflowing air in such a way that the mixture which reaches the cylinder is in a moist condition.

I am well aware that it has been heretofore proposed to provide carbureting mechanisms so constructed that either of two fuels However, in earlier work along this line the efforts have been, so far as I am aware, to so combine the parts that one or more of them could be used in connection with both fuel supplies. For instance, the practice has usually been to provide a single air duct and a single volatilizing chamber and then to so arrange the fuel sup ply ducts and valves that either fuel could be led into the single air duct and the single volatilizing chamber. Furthermore, in

the earlier devices of this character with which I am familiar there have been no means for the supplemental supply of air at points beyond the region of volatilization. I

am also aware that it has been heretofore prothe water supply means has been used either in connection with a carbureter adapted for volatilizing but one grade of fuel, or in connection with a carburet'er adapted for two grades of fuel in such away that air carrying lighter fuel is moistened to the same extent as air carrying the heavier fuel.

As contrasted with these earlier devices,a mechanism constructed in accordance with my invention is made up of two functionally distinct carbureters each having its own fuel reservoir or chamber, its own air duct, its own volatilizing chamber and its own valve for controlling the flow of fuel into the volatilizing chamber. In addition there is also provided means dependent upon the engine suction whereby supplemental air can be introduced at points beyond the volatilizing chambers. In the drawings I have shown two such supplemental air supply means, but it will be understood that as to this there can be variation. In accordance with my invention there is provided a valve between the engine and the carbureters whereby either the carbureter for the light fuel can be connected to the engine and the other. carbureter disconnected, or whereby the carbureter for the heavy fuel can be connected with the engine and the other disconnected. In connection with the carbu reter for the heavy fuel, means is provided for introducing water and the valve arrangement between the engine and the two carbureters is such that this water supply means is entirely disconnected from the engine when the light fuel is being used. However, it comes automatically into use when the valve is turned to connect the carbureter for the heavy fuel.

In the accompanying drawings I have shown one form of mechanism embodying my invention, but it will be understood that in regard to the specific form of carbureter used there can be Wide variation. The one shown is selected merely for purposes of illustration. It will also be understood that there may be many changes and modifications in the general arrangement of parts, in the construction of the main valve. for connecting the carbureters with the engine, in the construction and position of the supplemental air valves, and in the means for introducing water. The scope of the invention will be apparent from the appended claims.

Of the drawings,

Figure .1 is a plan view of a mechanism embodying my invention.

Figure 2 is a side elevation partly in section along the line 22 of Figure 1.

Figure 3 is a fragmentary sectional view taken along the line 3-3 of Figure 2.

Figure 4 is a diagrammatic view showing the mechanism connected with an engine.

Figure 5 shows the lower air tube detached. i

Figure 6 shows separately one of the fluid Figure 7 shows the device at the center of the bowl wherein is formed a lower air inlet passage and also the fuel inlet orifice.

Figure 8 shows the main part of the supporting mechanism, that is the part which supports the devices shown in Figures 5, 6 and 7, and their attachments.

Figure 9 shows the assembly of the parts shown in Figs. 5, 6 and 7. a

' Referring tothe drawings, 2 and 2 rep resent two carbureters which, in the present instance, are structurally as well as functionally separate and distinct from each other. As these two carbureters are substantially the same in details of construction, a description of one here will be sufficient. 3 represents a chamber or reservoir for containing a small quantity of fuel to be volatilized. 4 represents a pipe for leading fuel to this reservoir from a suitable tank. The flow of fuel through the pipe 4 is controlled by means of the needle valve 5 which is connected to the float 6 positioned in the chamber 3. The construction is such that the float rises and falls as the level of liquid 1 tends horizontally across the vertical part of the air duct and communicates at its ends with the reservoir 3. Communicating with the duct 9 is a vertically extending nozzle 10 which is adapted to discharge fuel from the duct 9 upward into the upper part 11 of the air duct, the said upper part 11 constituting a volatilizing chamber. The flow of fuel through the nozzle 10 is regulated by means of the needle valve 12 which is con trolled and adjusted by means of the handle at 13. i

The reservoir bowl 3 is held in place by acentral tubular internal threaded device 31 which, at its upper end, is secured to the main frame part of holder 32 by means of a downwardly extended threaded tubular projection 33. The upper edge of the bowl is, by the threaded parts, clamped tightly against the lower faces of the frame piece or support 32. The central device 31 has a downwardly extended threaded rod 34 en gaged by a nut at 3.5, and by this the air pipe 31 is held clamped to the underside of the reservoir. The air rushing upward through the duct 36 is deflected inward by the flared walls at 37 in the tube At 38 is a relatively enlarged chamber midway between the two carbnreting elements.

At 14 is a duct which communicates with the volatilizing chamber 11 and with the main engine duct which will be'again referred to. Adjacent the entrance to the duct 14 is a wing throttle valve 15 which may be adjusted by means of the lever 16.

For admitting a supplemental supply of air when the vacuum resulting from the engine suction reaches or passes a certain point, there are provided ball valvesat 17, these valves being adapted to receive air from the passage 8 through the chamber 39. These valves are normally closed by gravity, but when the vacuum becomes great enough the air in the chamber 18 (connected with the main air supply duct) lifts the valves and forces its way into the volatilizing chamber. together with the air and vapor coming through the air duct 11, are mixed together as they pass along the ducts 14 or 14 and in the cylindrical chamber containing the cutoff valve 20.

19 is the main engine supply duct which is connected at its discharge end with the engine manifold and at its supply end with the ducts 14, 14 of the twocarbureters. In

terposed between the duct 19 and the ducts 14 is a three-wayvalve 20. This valve is connected with the lever 21 and by means of the lever the valve can be moved to connect the duct 14 with the duct 19 and to entirely disconnect the duct 14?, or to connect the duct 14 with the duct 19 and entirely disconnect the duct 14. The lever 21 can be moved by means of a link 22 which can be controlled by the engine operator. either directly or through intermediate parts.

Preferably the levers 16 and 16 for the two carbureters are connected together by means of a link 23 so that a Single'operating rod 24 can be used for controllingthe active throttle valve irrespective. of which one it may be at any given time.

In the construction as illustrated the carbureter marked 2 can be considered as the one to be used for the volatilization of the heavier fuel such as kerosene. For supplying water to this side, the pipe indicated at 25 is provided. However, as to this there may be wide variation. In the construction This air from the valves at 17,

shown there isat 26asm-all drainpassage way which serves toprevent the accumulation of water in the air duct 7 in caseit is "supplied more rapidlythan 'itcan be volatilized. j y j i In Fig. 4-1 have indicated diagrammat1- cally the carbureter mechanism embodying my invention connected with an engine of the two cylinder opposed type. '27 represents the manifold with which the supply pipe 19 communicates. 28 represents the manifold for the cooling water. The water pipe 525 communicates at its upper end with this water manifold 28 and the flow of water through the pipe is controlled }by means of the valve at 29. The rod 30 connected with the valve 29 extends to a point within reach of the operator.

In the operation of the mechanism as a whole the operator will, when desiring to start his engine, first throw the valve 20 to connect the carbureter 2 with the engine supply duct 19. It will be understood that the carbureter 2 is nicely adjusted for the proper volatilization of the gasolene or other light fuel and that the operation of the engine in this way can be continued as long as desired. By means of the lever 24' the throttle valve for the gasolene side can be regulated as desired.

The carbureter 2 is nicely adjusted for the volatilization of kerosene, and when it is desired to begin to use kerosene it is only necessary for the operator to throw the valve 20 to connect the duct 19 with the duct 14 and disconnect it from the duct 14?, and for him to cut ofl the flow of gasolene through the pipe 4 and start the flow of kerosene through the pipe 4. If any adjustment of the throttle valve 15 is necessary, this can be accomplished by means of the same rod 24 which was used for the adjustment of the carbureter for the gasolene,

As soon as the valve 20 is adjusted, the flow of air to the carbureter 2 begins and volatilization of the kerosene at once takes place. Simultaneously with the commencement of the volatilization of the kerosene there is a commencement of volatilization of the water introduced through the pipe 25. The flow through this pipe can be started or stopped by means of the valve 29.

It will be observed that with the arrangement which I have described, the water volatilization takes place only when the kerosene is being volatilized, it being well known that a certain amount of water vapor is desirable in connection with kerosene to keep down the engine temperature, but that water vapor in connection with the gasolene would be highly detrimental.

By my improvement I can supply to an engine an explosive mixture from either of two different liquid fluid bodies or from both simultaneously in variable ratios, and

cut off either chamber wholly or partially from the engine duct while the other. chamberjis leftwholly or partially in communication therewith. g i

WhatI claimisz- H j The combination with the engine duct 19 and the ducts '14, 14 of two fuel carbureters respectivelyconnected to ducts 14: Malone carbureter adapted 'to' volatilize light hydrocarbon fluid, and the other adapted to volatilize heavier hydrocarbon fluid, the last said carbureter having a reduced passage through which air is drawn as a reduced stream past the fluid supply, means for supplying water to said passage, a duct leading air to said passage which under suction vaporizes the water and the hydrocarbon fluid, supplemental adjustable automatically acting devices for admitting airand commingling it with the mixture from said passage, a throttle valve in each of said ducts 14, 14, manually controllable means connecting said valves together for holding them in predetermined relative positions and simultaneously operating them, and a cut off valve for the'duct 19 adapted t cut the ducts 14, 14 either partially or entirely oil from communication with the duct 19.

2. In a mechanism of the class described for supplying differing explosion vapors, two similar oppositely arranged float feed chambers each having a restricted air and vapor passage and an independent oil flow regulator, a common chamber for receiving vapors from said float feed chambers, a rotatable element for establishing communication between either of said float feed chambers and said common receiving chamber, means for introducing water vapor into said common receiving chamber when one of said float chambers is in communication with said receiving chamber, and two independently adjustable devices for supplying air to said receiving chamber supplemental to that passing through the float chambers, and in predetermined proportions, to form explosive mixtures, one being effective when one float chamber is in communication with the receiving chamber and the other being effective when the other float chamber is in communication with the receiving chamber.

3. A duplex carbureter of the class described, adapted to supply to an engine explosive mixture from either of two difl'ering liquid fluid bodies or from both simultaneously in variable ratios, having a central delivery duct and a horizontally disposed duct communicating with the said delivery duct and extending laterally in opposite directions therefrom to provide two lateral mixing chambers, in combination with two air carbureting elements, which are similar as entireties, each comprising a set of devices for supplying (a) fuel fluid, (b) vaporizingmi'r' jets, and: (a), bodies ofi mixtune. formi'n air, the. deY-icesnf one; of Said sets beingpuplicates of the, corresponding de-v vices of the other set, and each air carbureting element being arra gedto supply explosive mixfiure to one of said horizontal max ng chambers, and a valve, between, the

paktially from said duet whi e. the other 10 chamber is left wholly or. partially in communi'oation therewith.

In testimony whe eoffi my signature, in presence of two Witnesses. r JOHNB. BARTHOLOMEW.

Witn.e$.es: 1

. LILLJF,

JOSEPH, Gnwnm 

